Means for supplying air to internal-combustion engines



March 1929-- A. BENJAMIN 1,706,391

- MEANS FOR SUPPLYI NG AIR TO' INTERNAL COMBUSTION ENGINES Filed May 13, 1925 2 Sheets-Sheet 1 H1 HU March 25, 1929. BENJAMIN 1,706,391

MEANS FOR SUPPLYING AIR TO INTERNAL COMBUSTION ENGINES Filed May 15, 1925 2 Sheets-Sheet 2 F .5. 292m432z7z0 Patented Mar. 26, 1929.

' UNITED STATES PATENT, OFFICE.-

.ALEIANDEB BENJ'AIDT, OF IOLKESTONE, ENGLAND.

m8 FOR SUPPLY I NG AIR INTERNAL-COMBUSTION ENGINES.

Application filed Kay 18, 1925, Serial No. 29,956, and in Great Britain September 18, 1984.

This invention is for improvements in or relating to the suppl of air to internal combustion engines and as for its object to provide for more eflicient and economical 'working of said en ines. The invention will enable a saving 1n fuel and lubricatin oil to be effected, and also will keep the interior of the cylinders clean and reduce harmful exhaust fumes.

The primary feature of the invention consists in the provision, in or for an internal combustion engine, of a device for supplying heated air under pressure to an air intake of the engine. The air may be heated by the.

engine exhaust conduit and may be supplied to any preferred air intake such as the carburetor intake or directly to the induction pipe. In order to suit varying conditions the .device may be also arranged to be capable of supplying, when desired, cold air under pressure to the aforesaid air intake.

It is preferred that the pressure at which the air is supplied to the air intake shall be variable, and the air-compressing devlce may 2 be driven by the engine and vary the pressure developed in accordance with the speed of the engine, or it may be driven independently of the engine but under the control of a device for. securing variable speed. I For a more complete understanding of the invention there will now be described, by way of example onl and with reference to the accompanying rawings, certain constructional forms of apparatus according to as the invention. It is to be understood, however, that the invention is not restricted to the precise constructional details set forth.

In these drawings Figure 1 is an elevation, of 0. dia minatic nature, and partly in section, 0 one constructional form of apparatus according to the invention as applied to a vehicle en ine.

Fi ure 2 is 'a somewhat similar View s owing t e invention applied to a stationary engme.

Figure 3 is a view corresponding somewhat to Figure 1 but showing the invention applied to a different type 0 vehicle en ine, and

Figure 4 is a perspective view, a so somewhat of a diagrammatic nature, showing electrical means for driving the air-compressing device. I

Like reference numerals indicate like parts throu hout the drawin r 55 Re erring firstly to igure 1, the engine crankshaft is shown at 10, the radiator fan shaft'at 11, the carburetor at 12, the induct1on 1pc at 13 and the exhaust conduit at 14. upported in a suitable manner adjacent to the en 'ne is a blower 15 whereof the shaft 16 carrying the vanes 17 is driven by a belt 18 from the radiator fan shaft 11. Preferably the vanes are accessible and detachable in order that the effect of the blower may be adjusted to'requirements. The blower 15 delivers air under pressure into a ipe 20 which leads to the air intake 21 of t e carburetor and to ensure cleanliness of the air it may be drawn through a gauze (not shownv in the drawings). Inside this air intake 21 the pipe 20 terminates in a perforated nozzle 22 from which the air issues in a plurality of fine streams or jets. The pipe 20 is fitted with arelief valve 23 and with a stop cock 24 whereof the controlling lever 25 ma be operated from any prefered situation. ading from a boss 26 on the pipe 20 is a branch pi e 27 which after being coiled around the e aust conduit 14 leads to a three-way valve 28. Also communicating with this three-way valve are other ipes 29 and 30, the former leading to the plpe 20 adjacent to the situation 0 the air intake to the carburetor, and the pipe 30 leading to the en ineinduction pipe 13 on the en me side of t e carburetor. B means of the t roe-wayvalve 28 it is possi le to direct the air from the branch pipe 27 either ,down the pipe 29 or the pipe 30, or it is possible to shut it off altogether.

In operation, it will be seen that as the engine runs, the blower or fan will supply air under pressure either to the ipe 20 alone or tothe pipe 27 alone or to both of these pi es accord ng to the setting of the valves. 'I he speed of the fan will vary directly with the speed of the engine and consequently it will be assured that ample compression will be secured in the engine cylinders of hot, warm or cold carbureted air as required.

Referring now to Figure 2, the engine therein shown has-no radiator fan, so the drive for the blower 15 is taken from a pulley 31 on the engine crankshaft. The arrangement of the conduits for leading the air to the engine is substantially the same as shown in Figure 1 save that the pipe 29 is shown as being omitted, though it may be included if desired.

In the construction shown in Figure 3, the

' arrangement of the conduits supplying the air issubstantially the same as in Figure 1 so that the pipe 30 is shown as being omitted.

It may, however, be included if desired. In Figure 3 the hot air pipe 27 instead of being wound around the exhaust pipe 14 is led along the latter and may be secured thereto by ties 32. The blower 15 is mounted directly upon the radiator fan shaft 11, but on the opposite side of the bearing 33 to that upon which the radiator fan 34 is mounted.

In the constructions shown in Figures 1, 2 and 3 the blower 15 will vary in speed directly with the speed of the engine shaft since it is directly or indirectly driven by the latter. In the construction shown in Figure 4, however, the blower 15 is driven independently of the engine crankshaft, since an electric motor 35 is'provided which is controlled by a switch 36 having'a number of 'difierent settings according to the speed at which it is desired that the motor shall drive the blower. The pipes and pipe connections have not been illustrated in Figure 4, but they may be in accordance with any of the preceding figures.

By the employment of the present invention a regular and etficient explosive mixture can be fed to the engine, and the liability of erratic working due to atmospheric changes is eliminated, the invention because of this, beilgg particularly applicable for use in aircra t.

It is to be understood that the invention is not limited to the precise constructional details set forth.

I claim An internal combustion engine having an induction pipe leading from a carburetor, an air intake, leading to the carburetor. means for supplying air under pressure to said air intake, means for supplying heated air under pressure to said air intake, means for supplying heated air under pressure to said induction pipe, and means for controlling the fiow to both of said air intake means.

In testimony whereof I aflix my signature.

ALEXANDER BENJAMIN. 

